Rotary air compressor



March 17, 1931. 'P. D. HIB ER 1,796,843

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ROTARY AIR COMPRESSOR Original Filed July 12, 1923 8 Sheets-Sheet 5 INVENTOR ATTORN EYS March 17, 1931. P. D. HIBNER 1,796,843

ROTARY AIR COMPRESSOR Original Filed July 12 1923 8 Sheets-Sheet 6 INVENTOR ATTORNEYS arch 17, 1931. p D, H|BNER RoTARi! AIR COMPRESSOR 1923 8 Sheets-Sheet 7 Original Filed July 12 @NQE INVENTOlI ATTORN EYS March 17, 1931 fix/L aust Zine Engine P. D. HIBNER ROTARY AIR COMPRESSOR Original Filed July 12, 1923 C mpressor 8 Sheets-Sheet 8 Compressor Valves (ompressed' Air L inc Compressed (6mbusdile Gas Linc Compressed 1 Airs as L Tlzronlc Valve I Emnpreflssfli (bmush ie a Gas Reservoir (mpress e d L z' 9 u i cl Fuel 739667000 ('omPreSSBd Air 5; Liquid Fuel Mire? F216! (27 rah-0 Z]: 229 Va 12/6 Airy L z yu id 1 Com ressed (bmpressed Air iieservozr INVENTOR ATTORNEYS Patented Mar. 117, 119311 are PHILIP D. LEIBNER, F SEATTLE, "WASHINGTON ROTARY AIR COMPRESSOR Original application filed July 12, 1923, Serial No. 651,150. Divided and'this application filed November 3, 1327. Serial No. 230,785.

The object of my invent on is to provide pressed combustible gas and for supplying.

the same to the engine in regulable quantities, novelvmeans also being employed. for supplying compressed air to the engine for starting, scavenging and .cooling the same.

My invention more particularly comprises 1 the following features:

-The novel arrangement of parts in the valve chest of the air compressor whereby a very free exhaust therefr'om is obtained.

In the accompanying drawings:

Figs. land 1 represent the engine and compressor in side elevation.

Fig. 2 represents the engine in top plan.

Fig. 3 represents a partial section taken in the plane of the line VI-VI of Fig. 2.

Fig. 4 represents a detail section taken in the plane of the line VIIVII of Fig. 3.

Figs. 5, 6, and 7 represent one of the com pressor nozzles, in top plan, side elevation and cross section respectively.

Figs. 8 to 14 inclusive represent detail views of the several 'parts of the compressor valve mechanism.

Figs. 15, 16 and 17 represent the air compressor manifold in rear elevation, longitudinal section and end elevation respectivey Fig. 18 represents a diagrammatic view showing the relationship of the several parts of the engine and compressor.

, The engine and the air compressor have a common drlve shaft 1 and a common cam shaft 2 driven from the drive shaft 1 through g the gears 3, 4 and 5. The shaft 6 of the generator 7 is driven from the main drive shaft 1 through the gears 4, 8 and 9. The shaft 10 of the commutator 11 is driven from the cam shaft 2. through the gears 12, 13.

The engine and the compressor may be eachcomposed of one or more units, in the present instance two units each. The cylinder casing of each engine unit is denoted by 14, and the cylinder casing of each compressor unit is denoted by 15, through which cylinder casings the common drive shaft 1 extends.

The compressed air reservoir is denoted by 16, the compressed liquid fuel reservoir by 17- and the compressed combustible gas reservoir by 18. The compressed air and liquid fuel mixer is denoted by 19, the compressed air and liquid fuel controlling valve by 20, the engine exhaust passage by 21, the compressed air and gas throttle valve by 22, the valve chests of the engine cylinder by 23 and the valve chests of the air compressor by 24. 55 A manifold 25 is in direct communication with the air compressor valve chests 24,

through passages 26, with the compressed air reservoir 16 through the passage 27, with the throttle valve 22, through the passage 28, and with the mixer 19 through the control-' ling valve 20 by the passage 29. A liquid fuel supply line 32 leads from the reservoir 17 to the compressed air and liquid fuel mixer. 19, through the controllin valve 20.

A compressed combusti le gasv supply line 33 leads from the mixer 19 to the compressed combustible gas reservoir 18. A branch line 35 leads from the line 33 to the controlling valve 20, whereby the valve is operated to close and open the compressed air and liquid fuel supply lines of the mixer, as the pressure in the combustible gas reservoir rises and falls to redetermined points. A drain 37 is provi ed for the compressed combustible gas reservoir 18, in which drain is located a drain cock 38 whereby any liquid fuel which is deposited in the reservoir 18 may be drained off at suitable times.

A compressed combustible as supply passage 39 with its branches lead to the enine valve chests 23 from the manually operated throttle valve 22 and forms a continuation of the passage 40 which leads from the gas reservoir 18 to the throttle valve. A compressed air supply passage 41 with its branches also lead to the engine valve chests 23, from the throttle valve 22 and forms a continuation of the passage 28 from the manifold 25.

The compressed air and liquid fuel mixer 19 may be like the one represented in my United States Letters Patent No. 1,388,430, dated August 23, 1921; the compressed air and liquid fuel controlling valve-20 may be like the one represented in my United States Letters Patent No. 1,394,900, dated October 25, 1921; and the throttle valve 22 may be like the one represented in my United States Letters Patent No. 1,345,772, dated July 6,1920.

A suitable supporting frame 42 for the engine and air compressor is provided, along the base of which frame the compressedair reservoir 16 is located. The compressed liquid fuel reservoir 17 is suitably mounted on top of the frame. A lubricating oil reser voir 43 is also mounted on top of the frame 42.. The compressed combustible gas reservoir 18 comprises in thepresent instance, a pair of horizontally arranged tubes extend- 1 ing along one side of the engine and suitably supported in the frame, said tubes compris ing the frame bars along that side of the engi'ne. These tubes are provided withblowout caps 44.

In each air compressor cylinder unit the casing 15 is provided with 1I1teI'S'6Ct11'lgannular piston and valve chambers 90- and 91,

both of which are circular in cross section, the piston chamber being somewhat larger than the valve chamber. The rotary shaft 1 of the combined engine and air compressor has fixed thereto the hub 92 of the piston, which hub has spokes 93, the ends of which are located in sockets94 in the rim member 95 of the piston. The rim member 95 is provided with a hollow piston head 96 which is circular in cross section and fitted to travel around within the piston chamber 90. One or more packing rings 97, of the usual type, encircle the piston head 96. An air inlet port 98 is provided for the chamber 90. The piston chamber 90 has a continuous slot 99 through the inner wall, within which slot the rim member 95of the piston travels. The

opposite faces of this rim member are engaged -by packing rings 100 yieldingly pressed against the rim member by the springs 101.

The cylinder casing 15 and valve chest 24 of each compressor cylinder unit is herein shown as formed of two half sections, suit ably united by the annular series of bolts 102. The axle 103 of the oscillating abutment 104 is suitably mounted in hearings in the valve chest 24, the said abutment being provided with a hollow wing 105 having a valve port 106. This wing is circular in cross section and fitted to oscillate in the annular valve chamber 91 and may be provided with usual packing rings 107. A hollow thimble 108 is provided with a valve port 109 at its inner end, which thimble serves as a stop for limiting the movement of the oscillating abutment 104 in one direction.

Two stationary rings 110 are located upon opposite sides of the oscillating abutment 104, which rings are provided with valved ports 111 for the discharge of the compressed air from the chamber 91. Ported wearing plates 112 are provided on opposite sides of the abutment 104.

The abutment 104 is oscillated from the common cani'shaft 2 by providing the shaft 103 with an arm 113, connected by the rod 114 to an arm 115 having a stud or roller 116 held in engagement with the cam 117 by the spring 118.

Any particular air compressor unit may be rendered inoperative by providing a hand lever 119 with a disc 120 having an eccentric pin 121 arranged to swing the arm 115 outwardly to bring its stud or roller 116 out of the path of the cam 117. An oil tight housing 122 is provided for th valve mechanism above described, which housing at the end of the machine also includes the gears 3, 4, 5, 8 and 9.

The nozzles 123 have annular ports 124 for receiving the compressed air which passes through the valve ports 111, which nozzles form journals for the abutment shaft 103 and are in open communication with the manifold 25 through the passages 26 hereinbefore referred to. I

The parts shown and described but not claimed herein form the subject matter of my copending application filed July 12th, 1923, Serial No. 651,150, of which this application is a division.

It is evident that various changes may be resorted to in the construction, form and arrangement of the; several parts without departing from the spirit and scope of my invention; hence, I do not intend to be limited to the particular embodiment herein shown and described, but

That I claim is 1. In a rotary air compressor, a casing having an annular chamber, a piston head traveling therein and valve mechanism for controlling the discharge of the compressed air,

comprising an oscillating winged abutment, and two stationary rings located upon opposite sides of the abutment, which rings are provided with valved outlet ports, the wing carried by said abutment being hollow and having an outlet port therein and a valve for said port, carried by the abutment wing.

2. in a rotary air compressor, a casing having an annular chamber, a piston head traveling therein and valve mechanism for controlling the discharge of the compressed air, comprising an oscillating winged abutment, two stationary rings located upon opposite sides of the abutment, which rings are provided with valved outlet ports, the wing,

carried by said abutment being hollow and having an outlet port therein, a valve for said port carried by the abutment wing, and a hollow stop for limiting the movement of the abutment wing in one direction.

3. In a rotary air compressor, a casing having an annular chamber, a piston head traveling therein and valve mechanism" for controlling the discharge of the compressed air,'comprising an oscillating winged abutment, two stationar rings located upon 0pposite sides of the a utment, which rings are provided with valved outlet ports, the wing carried by said abutment being hollow and having an outlet port therein, a valve for said port carried by the abutment wing, and a hollow stop for limiting the movement of the abutment wing in one direction, said stop having an outlet port therein and a valve for said port carried by said stop.

In testimony that I claim the foregoing as my invention, I have signed my name this- 1st day of October, 1927.

' PHILIP D. HIBNER. 

